Honda unviels the NSX-R

Tokyo – Honda MoCo today announced the release of the NSX-R, a fettled version of the already manic NSX. Why would Honda fettle? Who cares: the fact that it's lighter, more nimble, better looking and sexier is more than reason enough for us.

The new NSX Type R is the latest evolution of the NSX – originally launched in 1990. It is the flagship Honda sports car and has earned a glut of awards, worldwide, for its civilised road manners, advanced technology and sheer performance.

The NSX Type R has seen painstaking attention paid to further weight reduction, improved circuit-tuned suspension and high-precision engine balancing.

While the standard NSX doesn't come cheap, at around $250,000, it offers serious performance and handling only possible in a mid-mount engined car. Firstly, the new Type R, or NSX-R as the Honda lads call it, has been beefed up in the power department, courtesy of some tooling around with the engine.

The standard (if you can call it that) NSX, which was midly updated for 2002 with new headlights and body kit, is fitted with the 3.2-litre VTEC V6 mill, which incorporates variable valve timing, and is all alloy with cast-iron cylinder liners and titanium connecting rods. It only drinks premium 95 RON fuel and is worth 201kW @ a heady 7300rpm, while @ 5300rpm, the engine creates 298Nm of torque.

In the NSX-R, however, Honda has used racing engine assembly technology to enhance output efficiency and response from the NSX-R's VTEC powerplant.

This includes precision balancing of pistons and connecting rods between each cylinder and precision dynamic balancing of the crankshaft, clutch case and pulley assembly.

The bearing metal has been measured and matched for more precise metal clearances and reduced friction, while a lower final gear ratio delivers increased acceleration performance.

It also features custom-tuned DBW (drive by wire) electronic throttle control and a decreased accelerator pedal stroke for improved acceleration response. A pre-loaded LSD (limited-slip differential) is employed, complete with a custom preset weight.

While Honda is very cagey with the specs of its new rear-wheel drive Type R sports car, insiders say that power will boosted to 216kW @ 7100rpm and torque 304Nm, peaking @ 5500rpm.

Power is good, but a mixture of grunt and aerodynamics is better. As such, the new NSX-R will benefit from a number of aerodynamic devices. To further enhance high-speed capabilities for greater overall performance and handling stability, innovations including a carbon fibre hood with outlet duct, finned front under-cover, rear diffuser and carbon fibre rear spoiler create a degree of negative lift rarely seen in a street-ready car.

The added downforce has resulted in a major increase in the car's driving performance and handling stability at high speeds. The suspension has been toyed with to cope with the added downforce, including increased spring rates, increased damping rate in dampers, firmer bushings for damper mounts and rear control arms, stronger stabilizer bars and front and rear tower bars.

Not satisfied with more power, increased downforce and more responsive handling, the Honda boffins have also managed to considerably reduce the weight of the NSX-R. Making use of CFRP (carbon fibre reinforced plastic), Honda has developed a new carbon fibre bonnet with outlet duct using an autoclave. It also has a large, hollow-form, one-piece carbon fibre rear spoiler – a world first in a production car.

Other painstaking weight reduction measures include lighter wheels, a smaller battery, lighter rear damper beam and, much to the chagrin of those used to power-everything, the elimination of power door locks and electric adjustable side mirrors. But really, this is a Type R, not a limo.

With a thinner rear partition glass, lightweight floor carpeting, elimination of floor undercoating and melt sheet, and the scrapping of the rear bulkhead insulator and trunk opener switch, it's not looking good for lazy types. But the piece-de-resistance? The spare tyre has been replaced with an aerosol-type puncture repair kit. Then again, if you can afford one of these, you can afford a mobile pit-crew.

Grip has been considerably increased with wider rear wheels and taller fronts - the NSX-R now sports custom-designed sticky tyres – Bridgestone Potenza RE070s – with 215/40R17 (up from the old 16-inchers) at the front and 255/40R17 at the rear - a width increase from 8.5 to 9-inches for maximal traction. Lightweight forged aluminum wheels – in tradish Type R white – have been jointly developed with BBS and surround 16-inch discs and stronger brake pads, designed to reduce fade.

The NSX-R’s high-performance 'cockpit' features improved functionality as well as the pre-requisite racecar looks. Items such as custom ball-shaped titanium shift knob and a lightweight mesh shift boot, leather-wrapped Momo steering wheel and Recaro carbon fibre Aramid full-bucket seats with leather upholstery lend it the look and feel of a club car.

The NSX-R dash display also features a funky shift indicator with LEDs that flash, then light on to indicate the engine's power peak and rev limit. The instrument panel is designed with a carbon-black background and yellow needles. High-matt rubber is used for the dashboard and trim to reduce reflected glare on the front windshield, perfect for those overcast days at the race track.

To say that the new Type R NSX will be a scorcher would be an understatement of mountainous proportions. It will go, stop and turn like few other cars and, as is Honda policy, without the use of forced induction.

That said, there is an addon snorkel of sorts that aids engine cooling, like the one available for the MR2, but it's not exactly a turbocharger (see insert). This is, however, a serious sportscar, verging on the old 'supercar' group, and with Honda's involvement in Formula One and Indy Car, you can guarantee there's more to come.

The car will be availalbe in the eight standard body colors, but it is also available in the custom Championship White. Honda Japan hope to sell about 100 NSX and NSX-R models a month, which doesn't really tell us a lot. Is that 99 NSX-Rs per month or just three? Either way, the long-awaited racing edition of the NSX will give the new Skyline GTR a run for its money when it's released in 2003/2004, and as for Toyota's next-generation Supra, well, that's anyone's guess.

The new look of the NSX-R is attention-grabbing, and the performance equally so. As for the Type R being released in Australia? Don't hold your breath. We're still waiting on the improved Civic Type R and the Accord Type R was never released here. That said, Honda may surprise us all. Here's hoping.